Controlling mechanism for dump cars



May 22, 1923. v 1,456,049

, J. D. BENBOW CONTROLLING MECHANISM FOR DUMP CARS Filed Jan. 1919 s Sheets-Sheet 1 ZQQ m m.

May 22,'1923. 1,456,049

' J. D. BE-NBOW CONTROLLING MECHANISM FOR DUMP CARS Filed Jan. 20, 1919 s Sheets-Sheet 2 May 22, 1.923. 1,456,049

-J., D. B'EN sow COHTRQLLING' MECHANISM FOR DUMP CARS 1 1M Jan. 20.. 1919 s Shets-Sheet 5 I III Patented May 21.2, 1923.

STATES insane near relics.

JAMES I), BENBOXV, OF AURORA, ILLINOIS, ASSIGNOR TO WESTERN YJHEELED SCRAPER COMPANY, OF AURORA, ELLINOIS, A CORPORATION OF ILLINOIS.

CONTROLLING- IvIECHANISM FOR DUMP CARS.

Application filed. January 20, 1919.

To all whom it 'nmy/ concern.

Be it known that 1, JAMES D. BnNnow, a citizen or the United States, and a resident of Aurora, in the county of Kane, State of Illinois, have invented certain new and useful Improvements in Controlling Mechanism for Dump Cars, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to dump cars in which the -ar bed is tilted to discharge its load and to restore it to operative position by means of compressed air supplied from any suitable source, such as a compressed air reservoir carried by the car or from train pipes connected with the locomotive. Such cars are usually provided with a plunger at each side operating in a cylinder and so an ranged that the projection of the plunger at one side of the car tips the bed toward the opposite side. In cars of this character it is highly desirable that provision be made for dumping the bed. or righting it, by an operator standing at either side of the car, and it is oi the utmost importance that such controlling mechanism be so simple and certain in operation that its operation may be easily understood by even the most ignorant workman. and that when operated air will he admitted only to the proper cylinder and cannot be admitted at the same time to cylinders at. both sides of the car. It is also of great importance that provision be made for automatically locking the controlling mechanism in its different positions, to avoid dangero'l inadvertent admission of air to one or the other of the dumping cylinders To provide a coi'itrolling mechanism which will meet these requirements is the. object of my invention. This object I accon'iplish as illustrated in the drawings and as l1(i'(ii1- afterdescribed. What I regard as new is forth in the claims.

In the accompanying drawings,

Figure 'l is a horizontal sectional view of part of the under body of a car showing the dumping cylinders and the valve mechanism associated therewith, and also my improved controlling mechanism;

F 2 is a vertical cross-section on line 2-2 of Fig. 1;

Figs. 3 and 4. are perspective views showing the operation of the locking device by Serial No. 272,099.

which the controlling mechanism is held in its different positions of adjustment;

Fig. 5 is a partial plan View showing a modified arrangement oi the controlling mechanism Fig. 6 is an enlarged vertical sectional view showing part of one of the dumping cylinders and the plunger therein, together with the automatic valve mechanism by which the admission of compressed air to the dumping cylinder and its exhaustion therefrom at the completion of the operating stroke of the plunger are controlled;

Fig. 7 is a view partly in elevation and partly in section showing a three-way valve which is actuated by the controlling mechanism to control the pressure in the supply pipe which leads to the valve mechanism show-n in Fig. 6;

Fig. 8 is a vertical sectional view of the valve shown in Fig. 7, illustrating the parts in position to admit air to the cylinder with which it is connected;

Fig. 9 is a similar view showing the said valve in its exhausting position. This figure is substantially on line 9 9 of? Fig. 7; and big. 10 1s a cross-section on line l0'l() of Fig. 1.

Referring to the drawings, l112 indicate longitudinally extending I-beams which form part of the under body of the car, and 1314 indicate longitudinally extending train pi es through which, in the construction illustrated, the compressed air tor op erating the car bed is supplied. Said pipes are provided at their opposite ends with cut-off cocks 15l6. l718 indicate single acting dumping cylinders at opposite sides of the car, which are usually located mid way of the length thereof. 19*20 indicate the plunglers which operate in said cylinders and by the projection of which the car bed is either dumped or restored to its operative position The connections through which the plungers actuate the car bed we not shown, as they may be of any approved construction and have nothing to do with my present invention. I prefer to provide each of the cylinders 17-l8 with an automatic valve, which valves are indicated by 21 and 22 in 1. The construction of these valves is shown in 6, and is fully shown, described and claimed in my pending applition as it is sufiicient for the purposes of this case to explain that each of said valves comprises a shell or casting 23 which is best secured to the cylinder 17 or 18 with which it'cooperates, and is provided with a main valve chamber 24, a cut-ofi chamber 25 which communicates with the main valve chamber through a duct 26, and connects through a duct 27 with a pipe 28 which leads to the lower end of the cylinder 17, as shown in Fig. 6. In the main valve chamber 24 is a plunger 29 which controls the admission of air to the duct 26 and also controls an exhaust port. 30 which lead from the duct 27. In the cut-oil chamber 25 is a plunger 31 which controls the admission of air from the cut-oil chamber to the duct 27, and is moved into operative position to out 01f the air by a plug 32 in the upper head 33- of the cylinder 17 when the plunger 1.9 therein approaches the limit of its operative stroke. Airis admitted to the main valve chamber 24 of each of the. valves 2122 through supply pipes 3435, as best shown in Fig. 1. It will be apparent that when air is admitted to the main valve chamber 24 the plunger 29 therein will be forced downward, thereby permitting the air to flow tl'irough duct 26 to cut-off chamber 25. This will force the plunger 31 in the latter chamber down, admitting the air through duct 27 to pipe 28, through which it will be conducted to the cylinder 17. The downward movement of the plunger 29 will close the exhaust port 30 so that the air cannot escape through it. The air admitted to the cylinder, 17 will force the plunger 19 therein upward, thereby tilting the ear bed, but when the plunger approaches the end of its operating stroke it will engage the plug 32 and move it outward, thereby moving the plunger 31 into position to cut off the supply of compressed ir from the duct 27, but the plunger 29 will remain in position to close the exhaust port 30 so long as pressure is maintained in the supply pipe 34. When the pressure in the latter pipe is exhausted the plunger 29 in the main valve chamber will be moved up by a spring 36 into posi tion to close the duct 26 and at the same time open the exhaust port 30. This will permit the air in the cylinder 17 to be exhausted through said exhaust port, whereupon the plunger 19 will descend. The operation at the other side of the car is the same.

For admitting compressed air to the pipes 34 or 35 and exhausting it therefrom T provide valves 3738, shown generally in Fig. 1 and specifically in Figs. 7 to 10, inclusive. A. valve of this description is also specifically shown, described and claimed in my pending application, Serial No. 265,002, filed December 2, 1918. As embodied in the apparatus of my present application said valve comprises a body or shell 39, a valve chamber 40,with which communicate an inlet passage 41 connected with a source of.

outlet 42 may be connected with the exhaust port 43. A duct 47 connects the inlet passage 41 with the inner closed end of the valve chamber 40 above the slide-valve, as shown in Fig. 8. Said figure shows the slide-valve in position to connect the inlet passage 41 with the outlet passage 42, and:

Fig. 9 shows the outlet passage 42 connected with the exhaust port 43. Near the lower end of the casing 39 as illustrated, longitudinal slots 48 are provided at opposite sides through which project the ends of a pin 49 which is fitted in a cross-head 50 carried by the piston 44. The pin 49 serves as aguide for the piston, and also to'limit the range of its movement. The lower end of the piston 44 projects beyondthe lower end of the casing 39, as shown in. Figs. 8 and 9, for a. purpose which will be hereinafter explained.

Referring now to Fig. 1, 5152 indicate pipes connecting the train pipes 13-14, re-

spectively, with the inlet passage 41 of the valves 37-38. 5354 indicate brackets secured to the I-beams 11-12 and supporting the valves 37-38. indicates control member in the form of. a bar or rod which extends transversely of the car and is mounted in any suitable way to move endwise, preferably by mounting it in suitable bearings in flanges 56 carried by the under body of the car, as shown in Fig. 2. For convenience in operating it the control member 55 is provided with handles 57 at its ends. 58 59 indicate levers fulcrumed, respectively, at 6061 on the brackets 5354, and extending longitudinally of the car. The inner ends of said levers project beyond the outer ends of the pistons 44, as shown in Figs. 1 and 9, so that by rocking said levers ton may be moved inwardly into the posi-' tion shown in Fig. 8,.thereby admitting air from the supply pipe to the pipe 34 or 35. The outer ends of the levers58-59 are pivotally connected at 62-63 with the control member 55, as shown in Fig. 1.

apparent that as thevalves 37-38 are oppositely disposed with respect to the levers 58-59 only one of the valve pistons 44 will It will be be actuated by a single stroke or movement of the control member 55. For example, if the control member 55 be moved to the right from its neutral position shown in- Fig. 1 the levers 58-59 will be rocked in a counterclockwise direction whereby the lever 58 will actuate the valve piston 44 of valve 37, moving it to the left into the position shown in F 8, thereby admitting air to cylinder 17 The valve piston Q4: of valve 38 at the opposite side of the car will not, however, be affected because the inner end of the lever 59 will swing away from said valve piston. Movement or" the control member 55 toward the left from its neutral position will in like manner opcrate the valve piston 44 of valve 38 to admit air .to cylinder 18, but will not actuate the piston of valve 37. The pistons of both valves 8738 normally occupy the exhaust position shown in 9 owing to the air pressure in the space at the inner end of the valve chamber, such pressure being constantly supplied through duct 47, which,

as has been explained, communicates with the inlet passage 41, and, therefore, is always supplied with air from the appropriate supply pipe.

In order to lock the control member 55, and through it the levers 58 59 in their different positions of adjustment, I provide a locking member or rock-shaft 64- which extends transversely. of the car, as shown in Figs. 1 and 2, and is mounted in suitable bearings in the flanges 56. Said locking member is provided at its ends with handles 65 so that it may be conveniently operated. This locking member is capable of rocking, but is incapable of moving endwise, and at a point adjacent to one of the levers 58-59 it is provided with a fork which, under the action of gravity, normally ensaid lever but may be moved. out of engagement therewith by rocking said locking member. hen-the control member 55 is in its neutral position shown in Fig. 1, one of said levers, as 58, lies within the fork in the position shown inFig. 2 and in full lines in Fig. 3, thereby locking the control member and said levers in their neutral position. When the control member 55 is to be operated the locking member 64 is rocked to carry the :fork 66 out of engagement with said lever, as shown in Fig. 4-, thereby permitting the control member 55 to move endwise in either direction. If the control member be moved to the left from the posi tion shown inFigs. l and 2 the outer end of thelever 58 will move to the position shown in dotted lines in Fig. 3 and may be locked in such position by releasing the locking member 64 and permitting the "fork 66 to drop by gravity so that its left-hand arm engages said lever. This locks the valve piston of valve 38 in position to admit air to the cylinder 18. To release the con trol member and permit the levers 5859 to return to their normal position, thereby exhausting the air from the pipe leading to cylinder 18, it is necessary only to rock the locking member 6st "far enough to move the fork 66 out of engagement with to operate the control mechanism so that air will be admitted at the same time to the cylinders at opposite sides of the car. The fact that the car bed is rocked in the same direction as that in which the control memher is moved also materially helps to avoid accidents as the operator knows that if he pushes the control member the car bed will tilt away from him whereas if he pullsfit the car bed will tilt toward him.

While I prefer to employ two levers-58 59, as shown in the principal figures, the same result may be accomplished by the use of a single lever 58, as shown in Fig. 5. lVhere a single lever is used the valves 37* 38 are set close together so that the inner end of the lever 58 extends between the two valve pistons l as shown in Fig. 5. Consequently swinging said lever in one direction from its neutral position operates one of the valve pistons and swinging said lever in the opposite direction operates the other valve piston. The construction in all other respects is substantially the same as that described.

So far as I am aware I am the first in the art to provide a single control. member which may be operated from either side of the car to control the dumping and righting of a car bed in the manner described, and the generic claims hereinafter made are, therefore, to be construed accordingly. It should be understood that the term cont pressed air, as herein used, is intended'to comprise any other suitable fluid pressure, agency. i

What I claim as my invention and desire to secure by Letters Patent, is

1. A control mechanism for compressed air operated dump'cars comprising fluid pressure operated devices at opposite sides of the car for tilting the car bed in opposite directions, and a single control r" 11- ber adapted to be Operated from either F de of the car to admit fluid pressure to either of said devices to control the tilting of the bed in' either direction.

2. A control mechanism for compressed .air Operated dump cars comprising fluid iii "' inders, plungers adapted to be projected therefrom to respectively tilt the car bed in opposite directions, and a'single control member movable inone direction or another to respectively actuate one or the other of said plungers to effect the tilting of the bed in opposite directions.

i. A control mechanism for compressed air operated dump cars comprising fluid pressure operated devices at opposite sides dental operation.

of the car for tilting the car bed in opposite directions, a single control member operatively connected to control the tilting of the bed in either direction, and means operating normally to lock said control member against operation and manually operable from either side of the car to unlock said control member.

A control mechanism for compr ssed air operated dump cars comprising means for tilting the car bed in opposite directions a single control member adapted to be operated from either side of the car to control the tilting of the bed in either direction, and

locking means for said control member.

6. A control mechanism for compressed air operated dump cars comprising means "for tilting the car bed in. opposite directions, a single. control member adapted to be operated from'either side of the car to control the tilting o1 the bed in either direction, and locking means for said control member, operable from either side of the car.

7. Acontrol mechanism for compressed -air operated dump cars comprising separate means for tilting the car bed in opposite directions, a single control member movable in one direction to effect the tilting of" the bed in onedirection and movable in another direction to effect the tilting of the bed in the opposite direction, and means for lockingsaid control member against acci- 8. A control mechanism for compressed air operated dump cars comprising means for tilting the car bed in opposite directions,

a single control member disposed trans 'verselv of the car and movable endvvise in one direction to eifect the tilting of the bed in one direction and movable in the opposite direction to effect the tilting of. the bed in the opposite direction, and means 'for locking said control member against Wise movement.

end-

9. A control mechanism for compressed air operated dump cars comprising means for tilting the car bed in opposite directions, ,means movable transversely of the car and adapted to be operated to control the tilting of the bed in either direction, and means operable from either side of the car for locking said controllingmeans against operation. r I

10. A control mechanism for compressed air operated dump cars comprising means for tilting the car bed in opposite directions, means movable transversely of the car and adapted to be operated to control. the tilting of the bed in either direction, and means normally locking said controlling means against operation and. adapted to be oper ated from either side of the car to release said controlling means.

11. .A control mechanismfor compressed air operated dump cars comprising means for tilting the car bed in opposite .direc tions, a single control member adapted to be operated'from either side of the car to control the tilting of the bed in either direction, and means normally: locking said control member against operation. 12. A control mechanism for compresse air operated dump cars comprising means for tilting the car bed in opposite directions, a single control member movable endvvise to effect the tilting of the bed in one directionor the other, and means normally loclra ing said control member against endvvise movement, and adapted to be operated from either side ofthe car to release said control member.

13. In a dump car having a rocking car bed, the combination of operating cylindersfor tilting the bed in opioositedirection s, separate valves for controlling'the operation of said cylinders respectively, lever mechanism for operating said valves, and a. single control member for actuating said lever mechanism to operate one or the other of said valves and thereby effect the tilting of the bed in one direction or the other. 1

' 14:. In a dump car having arocking car bed, the combination of operating cvlinders for tilting the bed in opposite directions, separate valves for controlling. the operation or said cylinders respectively. lever mechanism for operating said valves, a single control member disposed transversely of the car and adapted to be. operated from either side thereof. and means actuated by said control member for controlling the. operation of either of said cylinders 15. In a dump car having a rocking car bed the combination of operating cylinders for tilting the bed in oposite directions, separate valves for controlling the operation of said cylinders respectively, lever mechanism for operating said valves, a single control member disposed transversely of the car and adapted to be operated from either side thereof, means actuated by said control member for controlling the operation of either of said cylinders, and means adapted to be operated from either side of the car for locking said control member against operation.

16. In a dump car con'iprising a tilting car bed, the combination of compressed air operated mechanism for tilting the bed, manually movable means adapted to be operated to control the operation of said compressed air operated mechanism, and compressed air operated means normally operating to re store said controlling means to a neutral po sition.

17. In a dump car comprising a tilting car bed, the combination of compressed air operated mechanism for tilting the bed, manually movable means adapted to be operated to control theoperation of said compressed air operated mechanism, compressed air ope-rated means normally operating to restore said controlling means to a neutral position, and means for locking said controlling means against operation.

18. In a dump car comprising a car bed adapted to tilt in opposite directions, the combination of compressed air operated mechanism for tilting said bed in either direction, manually movable means adapted to be operated to control the operation of said compressed air operated mechanism, and compressed air operated means normally op erating to restore said controlling means to a neutral position.

19. A control mechanism for dump cars comprising single acting fluid pressure cylinders and plungers for respectively tilting the car bed in opposite directions valve mechanism for controlling the admission of fluid pressure separately to and its exhaustion from said cylinders, and a single control member movable in one direction or another to actuate said valve mechanisn'i to effeet the tilting of the bed in one direction or the other.

20. In a dump car comprising a tilting car bed, the combination of compressed air operated mechanism for tilting the bed, manually movable means adapted to be operated to effect the tilting of the bed, and valve mechanism adapted to be actuated thereby to control the operation of said compressed air operated mechanism, said valve mechanism acting normally to restore said manually movable means to a neutral position.

21. In a dump car comprising a car bed adapted to tilt in opposite directions, the combination of con'ipressed air operated mechanism for tilting said bed in either direction, a singl controlling member for controlling the operation of said compressed air operated mechanism, compressed air opera-ted means for normally restoring said controlling member to its neutral position, and means adapted to be operated from either side of the car for locking said controlling member against operation.

22. In a dump car having a tilting car bed, the combination of compressed air operated mechanism "for tilting the bed, valve mechanism adapted to be operated to control the tilting of the bed and actuated by compressed air to normally return to exhaust position, and means for operating said valve "iechanism to efiect the tilting of the bed.

.23. In a dump car having a rocking car bed, the combination of operating cylinders at opposite sides of the car, valve mechanism adapted to be actuated to supply fluid under pressure to one or the other of said cylinders, and asingle control member adapted to be operated from either side of the car, and operating When moved in one direction to admit the fluid to one of said cylinders, and when moved in the opposite direction to admit thefluid to the other cylinder.

2%. In a dump car having a rocking car bed, the combination of operating cylinders at opposite sides of the car, valve mechanism adapted to be actuated to supply fluid under pressure to one Or the other of said cylinders, and being normally in exhaust posit-ion, and a control member adapted to be operated from either side of the car, and operating when moved in one direction to admit the fluid to one of said cylinders, and when moved in the opposite direction to admit the fluid to the other cylinder.

J AMES D. BENBOW. 

